Arrangement for operating a transportation system with a magnetic levitation vehicle

ABSTRACT

The invention relates to an arrangement for operating a transportation system with a magnetic levitation vehicle, in which the inventive arrangement consists of an integrated transmission system including a power transmission system for inductive transmission of electric power, a linear motor for transmission of motive power and a magnetic levitation system for transmission of a carrying force and/or a lateral guiding force.

This application is the national phase under 35 U.S.C. §371 of PCTInternational Application No. PCT/EP99/00259 which has an Internationalfiling date of Jan. 18, 1999, which designated the United States ofAmerica.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to an arrangement for operating a transportsystem with a magnetically levitated vehicle according to the preambleof the of the independent claim.

2. Related Art

Magnetic levitation or maglev technology permits non-contact and thuswear-free support of both rotating and linearly moving parts. One of themain goals of using maglev technology in the field of mass transport isto replace contact of the wheel with the track at high speeds, but inthe field of conveyor technology, especially important propertiesinclude the absence of abrasion, the low noise levels and the reducedwear. Therefore, such a conveyor system is suitable for use in theenvironment around people, for applications with high hygienic demands,e.g., in the food industry and in the pharmaceutical and medicalindustries, and for use in clean rooms or in rooms where this is a riskof explosion. The ratio of the load conveyed to the empty weight of thevehicle is also of greater relevance in conveyor technology than in masstransport.

One important factor is the energy required for levitation of a vehicle.

Because of the high speeds in transporting people, this energy can beapplied through the drive power. However, speeds of only a few metersper second used in conveyor technology are too low for this purpose.Therefore, the energy required for levitation must be made available onthe vehicle itself.

European Patent No. 580,107 A1 describes a magnetically levitatedtransport system, where a maglev vehicle is advanced on the track bymeans of a linear motor. This system has the disadvantage that thearrangement takes up a large volume and is mechanically complicated.

The object of this invention is to provide an arrangement for operatinga transport system with a magnetically levitated vehicle which permits acompact, space-saving and thus inexpensive design.

This object is achieved through the features of the independent claim.More extensive advantageous embodiments can be derived from theadditional claims and the description.

This invention makes it possible to replace complex mechanical systemswith non-contact systems for energy transfer and/or for transfer ofdriving forces as well as carrying forces and lateral traction for amagnetically levitated vehicle in particular. It permits integration ofa mobile non-contact system.

The arrangement according to this invention for operating a transportsystem with a magnetically levitated vehicle has an integratedtransmission system with a power transmission system for inductivetransmission of electric power, a linear motor for transmitting adriving power and a maglev system for transmitting carrying forcesand/or lateral traction. This arrangement has the advantage that similarconditions apply for individual components in the integratedtransmission system for a dynamic response in driving operation, andsimilar conditions also apply with regard to mechanical air gaps withmagnets and/or mechanical tolerances. The structural design is simple inan advantageous manner, and in particular, a modular design of anintegrated transmission system is possible according to this invention.Other advantages include simple assembly of the component systems, thesimplification achieved because there are no electric connections orconnection systems, and also through the simplified maintenance effortin replacing any components.

In a preferred embodiment, the transmission system is arranged at outercorners of the mobile system of the maglev vehicle in particular. Theadvantage is the symmetrical arrangement of the transmission system, sothat a magnetically levitated vehicle can be used in a flexible manner;in particular, comparable conditions apply for travel forward and inreverse. This simplifies the task of reversing the direction of travelof the maglev vehicle.

It is especially advantageous to provide a bogie to hold thetransmission system. The integrated transmission system is preferablyprovided on two exterior sides of a bogie connected to a car body, wherethe bogie is preferably connected to the car body by a joint which canrotate about a vertical axis with respect to the direction of travel. Anarrangement of one bogie in front of the car body and one bogie behindit in the direction of travel is especially advantageous. It isadvantageous to arrange the transmission system on two end faces of thebogie which is connected to a car body of the maglev vehicle. Anadvantageous arrangement consists of providing a ball joint between thebogie and the car body. This makes it possible to achieve especiallygood turning radius in a vertical plane. This is advantageous for use ofthe transport system according to this invention for operation alongroutes with an ascending or descending gradient.

An advantageous refinement of the arrangement according to thisinvention provides for the mobile component system of the magneticallylevitated system, in particular the maglev vehicle, to have twoseparate, individually controlled magnets in combination with the bogiewith the ball joint. This permits an advantageous dynamic drivingresponse in turning a curve in particular.

In another advantageous refinement of the arrangement according to thisinvention, the transmission system has transmission heads that arefixedly connected to the maglev vehicle and are designed in a U shapefacing the outside of the maglev vehicle, with the legs of the U shapelying vertically one above the another and facing outward. It isespecially advantageous if the U-shaped sections project into sectionsof parts of the stationary transmission system. This permits the use ofpassive shunts in driving operation of the transport system in anespecially advantageous manner.

Another advantageous refinement of this invention consists of arrangingactive, controlled subsystems of the magnetically levitated system andthe linear motor in or on the mobile maglev vehicle, preferably usingelectric power transmitted by power transmission systems and informationprocessing by a control unit. The advantage is that individual drivingoperation of each mobile system is possible at any time at any locationalong the route. It is especially advantageous that independentoperation of several mobile systems over the same route and/or the sameroute segment is possible.

Another advantageous embodiment according to this invention provides forthe magnetic levitation system to have a controllable mechanical airgap. A means of control is preferably provided in the direction of theacting normal force, in particular in the y coordinate. The advantage ofthis measure is the greatly reduced wear plus the possibility ofdesigning the mechanical supporting elements merely as a safety deviceand/or an auxiliary device for the mobile maglev vehicle.

It is especially advantageous that means provided for controlling amechanical air gap of the magnetic levitation system are also used atthe same time to control a mechanical air gap of a linear motor and/orpower transmission system. This advantageous combination permits anon-contact transmission systems with a minimized air gap. As a result,the weight and dimensions of the individual transmission systems of theintegrated transmission system can be reduced with essentiallycomparable performance data according to known solutions to thisproblem. Therefore, the transmittable power and/or driving force can beincreased in an advantageous manner while keeping the same dimensionsand weights.

In an especially advantageous refinement of the arrangement according tothis invention, the linear motor is arranged on the maglev vehicle insuch a way that the center of gravity of the linear motor and the centerof gravity of the entire transmission system, in particular taking intoaccount a load weight, are located in a plane (x-z plane) parallel tothe direction of movement of the maglev vehicle. Thus, the influence ofinterference moments in acceleration and deceleration of the maglevvehicle is advantageously minimized due to a minimized lever arm incombination with the effect of the driving force.

An especially advantageous arrangement of the magnetic levitation systemon the mobile system and in the integrated transmission system isdesigned so that the air gap plane (y coordinate) of the magneticlevitation system is located above the center of gravity of the completemobile system of the transmission system, taking into account a typicalload weight. This avoids in an advantageous manner the behavior of anupright pendulum with a labile equilibrium for the transport system.

It is advantageous to arrange the magnetic levitation system, the linearmotor and the power transmission system vertically one above the other.This yields essentially an optimum arrangement with minimizedinterference moments due to the driving force while avoiding an unwantedpendulum behavior with a labile equilibrium and/or achieves a minimumstructural height of the arrangement. It is especially advantageous if,in addition, the transmission heads are arranged compactly without anymechanical distance. This avoids the large structural height of thearrangement which would otherwise be necessary.

Another advantageous refinement according to this invention provides forthe power transmission system, the magnetic levitation system and thelinear motor to be arranged vertically one above the other andstationary parts of the power transmission system and magneticlevitation system on the one hand and the transmission heads of themagnetic levitation system and the linear motor to be arranged directlyside by side on the other hand. The advantage of this is that anadvantageous low structural height can again be achieved.

The magnetic levitation system has a magnet with a magnetic yoke, whereboth the magnet and the magnetic yoke have a U-shaped cross section,with the legs of the U-shaped sections facing one another. The advantageof this arrangement is that it yields effective lateral traction, whichis achieved due to the shaping. This stabilizes the mobile system.

Another advantageous embodiment consists of the fact that the integratedtransmission system has a mechanical guidance system which is providedto control the direction in a passive shunt in the traffic lane of thetransport system. Lateral tracking is preferably provided in the form ofa pair of rollers of the mechanical guidance system, with the pair ofrollers engaging in the groove formed by the U-shaped magnetic yoke ofthe magnetic levitation system. The pair of rollers is preferablylocated on the bogie of the mobile maglev vehicle and can be arranged inpairs either in front of or behind the mounting position of thetransmission heads (z coordinate), or one roller of a pair may bemounted in front of the mounting position of the transmission heads andthe other roller mounted behind it.

In another advantageous embodiment, magnets of the magnetic levitationsystem are arranged in pairs opposite one another, with a mobile part ofa transmission head mounted on the maglev vehicle preferably extendingover a stationary part of the power transmitter.

It is advantageous to provide means to permit regulation of the air gapof the magnetic levitation system at a variable air gap size, so thatnormal forces of the linear motor are taken into account in thisregulation as support for the levitation. This is advantageously madepossible by the two-sided design of the magnetic levitation system,because it is possible to adjust the forces in a positive direction andin a negative direction (y coordinate). Thus, in particular it ispossible to minimize losses and thus also minimize the power demand ofthe system.

An advantageous design of the magnetic levitation system is such thatmeans are provided to permit flux guidance of the magnetic flux runningperpendicular to the direction of travel of the maglev vehicle. Thispermits an advantageous reduction in eddy current losses and an increasein advantageous lateral traction.

BRIEF DESCRIPTION OF THE DRAWINGS

This invention is described in greater detail below on the basis ofembodiments illustrated in the figures, which show:

FIG. 1: a top view and a detailed view of an arrangement according tothis invention;

FIG. 2: a detailed view of two joint arrangements;

FIG. 3: two arrangements for magnets;

FIG. 4: different embodiments of supporting magnets;

FIG. 5: an advantageous arrangement of centers of gravity;

FIG. 6: a detailed view of an embodiment of the integrated transmissionsystem;

FIG. 7: a maglev vehicle with a guidance device.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 illustrates the arrangement of a transport system according tothis invention with integrated transmission systems. A maglev vehicle isdriven by linear motors that operate without contact, and it is suppliedwith electric power over an inductive transmission system. A preferredintegrated transmission system consists of a non-contact powertransmission system for inductive transmission of electric power, alinear motor for transmission of the driving force and a magneticlevitation system whose mobile subsystem is the maglev vehicle and whichhas stationary parts in the traffic lane.

The left half of the figure shows a top view of a transport system 1with four integrated transmission systems 2, a car body 3 with a frontbogie 4.1 and a rear bogie 4.2 arranged on a maglev vehicle moving alonga track 5. No details of the maglev vehicle are shown here. Bogie 4.1,4.2 is connected by a joint 6 to car body 3. An integrated transmissionsystem 2 is arranged symmetrically on all four corners of the car at thelateral ends of the bogie 4.1, 4.2. The vehicle can travel along the zcoordinate. In the simplest case, joint 6 may be a pin which allows itto turn horizontally, i.e., to rotate about the y axis, preferably withstops to limit the motion. Vertical turning is suppressed, and thisensures that the bogie 4.1, 4.2 and the car body 3 will lie essentiallyin one plane. Another advantageous design of a joint 6 is a ball jointwhich allows rotation in the horizontal, vertical and azimuthaldirections. Each of these rotational movements can be limited by stops,independently of one another. The air gap between the bogie and the carbody as well as the so-called stiff length of the joint are advantageousin cornering in the vertical direction.

The detailed view on the right side of FIG. 1 shows the details of anintegrated transmission system 2 in cross section. A part of track 5 canbe seen at the left, with a bogie 4.1, 4.2 at the right. The lowerelement is a linear motor 7 with a supporting magnetic system 8 arrangedabove it and a power transmission head 9 arranged above that. Linearmotor 7, supporting magnetic system 8 and transmission head 9 each havea stationary component arranged on the track 5 and a mobile componentconnected to the mobile system over the bogie 4.1, 4.2. The mobilecomponents of the transmission heads 9 have a U-shaped profile whichprojects into the E-shaped profile of the stationary counterpart. Thesupporting magnetic system 8 has a bottom part 8.1 and a magnetic yoke8.2, each of which is designed in a U shape and aligned with their legsfacing. The linear motor 7 has a U-shaped profile on the mobile partextending over the profile on the stationary side. The design of theintegrated transmission system 2 is very compact and allows use ofpassive shunts in the system in an advantageous manner.

FIG. 2 shows diagrams of two embodiments of a joint 6. The top part ofthe figure shows one pin joint arranged between bogies 4.1, 4.2 on bothsides of the car body 3, and the bottom part shows a ball joint betweena bogie 4.1 or 4.2 and car body 3. For reasons of stability and becauseof the greater number of degrees of freedom, the ball joint necessitatesa two-magnet arrangement of supporting magnets 8, because tilting of thebogie 4.1, 4.2 vertically, e.g., when the vehicle accelerates, could notbe prevented by a single magnet arrangement. The arrangement with a pinjoint, however, can be implemented only with a single magnet arrangementfor cost reasons. The rigidity of the vehicle is then sufficient forstabilization. However, an arrangement with two magnets is alsopossible.

FIG. 3 illustrates in greater detail a single magnet arrangement and atwo-magnet arrangement of the supporting magnets in a top view. The lefthalf of the figure illustrates the single magnet arrangement, which isadvantageous in combination with a pin joint 6 between a bogie 4.1, 4.2and a car body 3. The maglev vehicle 10 has four supporting units withsupporting magnets 8, each composed of a supporting magnet with a bottompart 8.1 and a magnetic yoke 8.2. They are arranged on the lateral endsof bogie 4.1, 4.2. The right half of the figure shows a two-magnetarrangement, where the magnets are part of the integrated transmissionsystem 2. Each magnet preferably has its own air gap sensor fordetermining the size of the air gap and its own current controller.

FIG. 4 shows advantageous embodiments of supporting magnet 8. Anadvantageous supporting magnet 8 is an electromagnet, as illustrated inFIG. 4a. This maglev principle makes use of the attraction of anelectromagnet to a ferromagnetic yoke, formed by track 5 in this figure.The electromagnet is energized by coils through which an electriccurrent flows. Since this arrangement is unstable, the air gap must bemeasured with air gap sensors and stabilized by a suitable coil current.Another advantageous supporting magnet 8 is formed by a hybrid magnet.In this arrangement, the basic excitation is handled by permanentmagnets, which are connected to an electromagnet. This allows magneticlevitation of a vehicle in a power-saving type of operation.

Essentially, a vehicle can be guided on a track by mechanical forces orsuitable construction elements such as rolls, skids or magnetic forces.Both active and passive guidance are possible.

With active electromagnetic guidance, other electromagnets are also usedin addition to supporting magnets 8 to keep the vehicle on the track orbetween the guide rails. The lateral distances from the guide rails arepreferably measured here, and the guidance magnets are regulatedaccordingly.

Passive guidance is an inexpensive and lightweight alternative. If anelectromagnet suspended beneath a track is deflected laterally, thisresults in a force pulling it back into the center position. Thisprinciple is known as reluctance, resulting in weakly damped vibrations.A maglev vehicle can be guided advantageously by reluctance forces, withlateral movements being possible. To permit stable operation, thepossibilities of lateral movement are limited, preferably by roll stops.Since these roll stops are not used continuously, in contrast withmechanical guidance rollers, they can be designed with a lighter weight.It is especially advantageous to provide the supporting track with agroove running in the direction of travel to increase the reluctanceforces, thus increasing the lateral restoring forces, in particularapproximately doubling them.

FIG. 4b shows an electromagnet as bottom part 8.1 of the supportingmagnet 8. It has a U-shaped yoke 8.3 with operating coils 11 woundaround both legs of the yoke. The operating coils are not shown here. Atwo-quadrant controller is sufficient for operation because the forcedepends only on the absolute value of the coil current.

FIG. 4c shows a hybrid magnet. In this embodiment, a permanent magnetmaterial 12 is applied to the pole faces of yoke 8.3 of theelectromagnet, with the legs of yoke 8.3 in turn carrying the operatingcoils 11 (not shown here). The thickness of the permanent magnets ispreferably such that the hybrid magnet applies a predetermined force fora given air gap between the pole face and the yoke without any currentflowing through operating coil 11. To change the resulting force, thehybrid magnet is additionally energized by a current flowing throughoperating coils 11 or is de-excited. A four-quadrant controller isadvantageous for this purpose.

FIG. 4d shows another advantageous embodiment of a supporting magnet 8.The advantage of an electromagnet in the form of a small magneticallyactive air gap and a hybrid magnet in the form of a force without acurrent flow can be utilized with a so-called combination hybrid magnet.The pole faces of a yoke 8.3 of an electromagnet are only partiallycovered with a permanent magnet material 12. In this figure, thepermanent magnet material 12 is applied to the outer areas of the polefaces parallel to the groove of the yoke 8.3. Since the permanent magnetmaterial 12 is in contact with the electrically conducting yoke 8.3 ontwo sides, magnetic short circuits occur there. To reduce these shortcircuits, it is advantageous to provide an additional groove in the poleface parallel to the permanent magnet material 12. Depending on thedesign of the permanent magnet 12, a two-quadrant controller may besufficient to supply power to the electromagnet.

Another advantageous embodiment of a supporting magnet 8 is shown inFIG. 4e in the form of a two-circuit arrangement. The supporting system8 is composed of an electromagnet and a permanent magnet arrangedmechanically side by side or in series.

With all these arrangements, a magnetic yoke 8.2 which is designed in aU shape is used to advantage. The respective segment member of track 5is preferably designed with a groove which also increases the lateraltraction in an advantageous manner. The segment member must carry thesame flux as a bottom part 8.1 of supporting magnet system 8. It isadvantageous for the magnetic yoke 8.2 to be made of laminated iron sothat the eddy current losses can be reduced.

To make the overall system arrangement as stable as possible, it isadvantageous to provide the design of the system so that the plane ofthe air gap of the magnetic levitation system is located above thecenter of gravity of the complete mobile system. This is illustrated inFIG. 5. It is advantageous to include the effect of a typical loadweight in the maglev vehicle. FIG. 5b shows a favorable arrangement ofthe center of gravity of the linear motor 7. It is advantageous if thecenter of gravity of the linear motor 7 lies approximately in the sameplane as the center of gravity of the integrated transmission system.The system is then especially stable.

FIG. 6 shows an especially compact arrangement of the integratedtransmission system 2. The order of the individual transmission systemsis different here in comparison with the embodiment in FIG. 1. The powertransmission head 9 is arranged here at the bottom of the integratedtransmission system, the linear motor 7 is in the middle, and themagnetic levitation system 8 is at the top.

With the embodiment of the integrated transmission system 2 according toFIG. 6, an advantageous stable arrangement with mechanical guidance canbe achieved. This is illustrated in FIG. 7. Despite the use of amagnetic supporting system, additional rollers 13 are advantageous forthe bogie 4.1, 4.2 for safety reasons. First, rollers 13 are provided onthe bottom side of the bogie 4.1, 4.2 to allow the vehicle to drivethrough a passive shunt. These rollers 13 can also be used at the sametime to support the vehicle in the event of a power failure or someother system error. In addition, rollers 13 can also be provided on thetop side of the bogie 4.1, 4.2, because then it is impossible for thevehicle to fall down in the event of a power failure in any load casebecause of linear motor 7 and the use of a hybrid magnet in thesupporting magnet system 8. Furthermore, rollers 13 are advantageous fordriving through shunts, because the frictional forces of rollers 13 canbe greater than the remaining reluctance force of a deflected supportingmagnet. These rollers can also be used in cornering to increase thepossible curve speed. Rollers 13 are mounted on the sides of bogies 4.1,4.2 in the area of transmission systems 2. This embodiment is especiallysuitable for mechanical control of the direction in a passive shunt. Apair of rollers 13 engages in the groove forming the U-shaped magneticyoke 8.2 of the magnetic levitation system. The arrangement of rollers13 may be arranged in pairs either in front of or behind the car body 3or with one roller 13 in front and one behind the car body 3.

An especially advantageous flux guidance of the magnetic levitationsystem is perpendicular flux guidance relative to the direction oftravel (z direction). The type of flux guidance has an influence on theeddy current losses occurring with movement in the direction of traveland on the supporting forces and the lateral traction of the system.Since the supporting function of supporting magnets 8 is of primaryimportance, and the normal force is greater than the reluctance force,the supporting magnet 8 is preferably designed so that the normal forceof the magnet 8 is the supporting force and the reluctance force isprovided for guidance. If the magnetic flux is directed normal to thedirection of movement (perpendicular flux guidance), there areadvantages in contrast with flux guidance in the direction of movement(parallel flux guidance). First, the eddy current losses in magneticyoke 8.3 are lower than with parallel flux guidance, because the changein flux is lower with a comparable displacement of the magnet 8 in thedirection of movement. Secondly, the yoke surface projecting out of thetrack 5 is greater with perpendicular flux guidance than with parallelflux guidance due to the lateral displacement of the yoke 8.2. Thislarger surface is linked to the change in magnetic field energy which isproportional to the restoring force with lateral displacement. It isalso possible to increase the lateral traction by providing a groove intrack 5.

What is claimed is:
 1. Arrangement for operating a transport system witha track-guided magnetically levitated vehicle, the arrangementcomprising: a linear motor (7) for transmission of a driving power and amagnetic levitation system (8, 8.1, 8.2, 8.3) for transmittingsupporting forces and/or lateral traction wherein active, controlledsubsystems of the magnetic levitation system (8, 8.1, 8.2, 8.3) arearranged on the magnetically levitated vehicle (10), and wherein meansprovided for controlling a mechanical air gap of the magnetic levitationsystem is also provided, wherein, a power transmission system (9) isprovided for inductive transmission of electric power, that the active,controlled subsystems of the linear motor (7) are arranged in or on themagnetically levitated vehicle (10), that the power transmission system(9), which is in or of the controlled subsystems of the magneticallylevitated vehicle (10), supplies electric power to the magneticlevitation system (8, 8.1, 8.2, 8.3) and the linear motor (7), and thatthe means, which is for controlling the mechanical air gap of themagnetic levitation system (8, 8.1, 8.2, 8.3), at the same time isprovided for controlling a mechanical air gap of the linear motor (7)and/or the power transmission system.
 2. Arrangement according to claim1, wherein a transmission system (2) is arranged at the outer corners ofthe magnetically levitated vehicle (10).
 3. Arrangement according toclaim 2, wherein a bogie (4.1, 4.2) is provided to hold the transmissionsystem (2).
 4. Arrangement according to claim 2, wherein thetransmission system (2) is arranged on the outer sides of a bogie (4.1,4.2) which is connected to a car body (3) of the magnetically levitatedvehicle (10).
 5. Arrangement according to claim 2, wherein thetransmission system (2) has transmission heads (9) which are fixedlyconnected to the magnetically levitated vehicle (10) and are designed ina U shape on the outsides of the magnetically levitated vehicle (10), sothat the legs of the U shape lie vertically one above the other and faceoutward.
 6. Arrangement according to claim 2, wherein the transmissionsystem (2) is arranged on two lateral end sides of a bogie (4.1, 4.2)which is connected to a car body (3) of the magnetically levitatedvehicle (10).
 7. Arrangement according to claim 2, wherein that theprofiles of transmission heads (9) project from parts of transmissionsystem (2) which are fixedly connected to the magnetically levitatedvehicle (10) and extend into the profiles of stationary parts of thetransmission system (2).
 8. Arrangement according to claim 2, whereinthe linear motor (7) is arranged on the transmission system (2) in sucha way that the center of gravity of the linear motor (7) and the centerof gravity of the entire transmission system (2) both lie approximatelyin a plane parallel to one direction of movement of the magneticallylevitated vehicle (10).
 9. Arrangement according to claim 2, wherein thelinear motor (7) is arranged on the magnetically levitated vehicle (10)in such a way that the center of gravity of the linear motor (7) and thecommon center of gravity of the magnetically levitated vehicle (10),parts of the transmission system (-2) mounted on the magneticallylevitated vehicle (10) and a load mass lie approximately in a planeparallel to one direction of movement of the magnetically levitatedvehicle (10).
 10. Arrangement according to claim 2, wherein an air gapplane of the magnetic levitation system (8, 8.1, 8.2, 8.3) is integratedinto the transmission system (2) so that it is arranged above the centerof gravity of the transmission system (2).
 11. Arrangement according toclaim 2, wherein an air gap plane of the magnetic levitation system (8,8.1, 8.2, 8.3) is integrated into the transmission system (2) in such away that it is arranged above the common center of gravity of themagnetically levitated vehicle (10) and parts of the transmission system(2) and the linear motor (7) mounted on the magnetically levitatedvehicle (10).
 12. Arrangement according to claim 2, wherein theintegrated transmission system (2) has a guidance system (13) which isprovided for direction control in a passive shunt and/or lateralguidance.
 13. Arrangement according to claim 12, wherein the guidancesystem has a pair of rollers (13), where the pair of rollers (13)engages in a groove which is a U-shaped magnetic yoke (5, 8.2). 14.Arrangement according to claim 1, wherein a joint (6) is providedbetween the bogie (4.1, 4.2) and a car body (3).
 15. Arrangementaccording to claim 1, wherein a bogie (4.1, 4.2) is arranged in front ofand behind a car body (3) of the magnetically levitated vehicle (10) inthe direction of travel of the magnetically levitated vehicle (10). 16.Arrangement according to claim 1, wherein a mobile subsystem (8.1, 8.2)of the magnetic levitation system (8, 8.1, 8.2, 8.3) has twoindependent, separately controlled single magnets (8.1, 11) for applyingthe supporting force.
 17. Arrangement according to claim 1, wherein themagnetic levitation system (8, 8.1, 8.2, 8.3), the linear motor (7) andthe power transmission system (9) are arranged vertically one above theother.
 18. Arrangement according to claim 1, wherein the magneticlevitation system (8, 8.1, 8.2, 8.3), the linear motor (7) and the powertransmission system (9) are arranged vertically one above the other,with the magnetic levitation system (8) being arranged above the linearmotor (7).
 19. Arrangement according to claim 1, wherein parts ofmagnetic levitation system (8) mounted on the magnetically levitatedvehicle (10) and the linear motor (7) are arranged close togetherwithout any mechanical distance between them.
 20. Arrangement accordingto claim 1, wherein the magnetic levitation system (8, 8.1, 8.2, 8.3),the linear motor (7) and the power transmission system (9) are arrangedvertically one above the other, with the magnetic levitation system (8)being arranged at the top, the linear motor (7) in the middle and thepower transmission system (9) at the bottom.
 21. Arrangement accordingto claim 1, wherein in a vertical arrangement, the power transmissionsystem (9) is arranged at the top, the magnetic levitation system (8,8.1, 8.2, 8.3) is in the middle and the linear motor (7) is arranged atthe bottom, so that stationary parts of the power transmission system(9) and the magnetic levitation system (8, 8.1, 8.2, 8.3) on the onehand and parts of the magnetic levitation system (8) and the linearmotor (7) mounted on the magnetically levitated vehicle (10) on theother hand are arranged close together without any mechanical distancebetween them.
 22. Arrangement according to claim 1, wherein the magneticlevitation system (8, 8.1, 8.2, 8.3) has a magnet (8.1) with a yoke(8.3) having a magnetic yoke (8.2), where the magnetic yoke (8.2) has aU-shaped cross section whose legs are facing the magnet (8.1). 23.Arrangement according to claim 1, wherein magnets (8.1, 8.3) of themagnetic levitation system (8) are arranged in pairs opposite oneanother.
 24. Arrangement according to claim 1, wherein a part of themagnetic levitation system (8) mounted on the magnetically levitatedvehicle (10) extends over a part of the magnetic levitation system (8)arranged in a stationary mount on the track (5).
 25. Arrangementaccording to claim 1, wherein normal forces of the linear motor (7) areprovided as support for the levitation and are taken into account incontrolling the air gap.
 26. Arrangement according to claim 1, wherein amagnetic yoke (8.2) is aligned with the part of a magnetic levitationsystem (8.1, 8.3) mounted on the magnetically levitated vehicle (10) sothat the magnetic flux is guided perpendicular to the direction oftravel of the magnetically levitated vehicle (10).